Train-stopping device



(No Model.) 2 SheetsSheet 1.

E. J. O. A. HULL. TRAIN STOPPING DEVICE. No. 442,584. Patented Dec. 9,1890.

(No Model.) 2 Sheets-Sheet E. J. O. A. HULL.

TRAIN STOPPING DEVICE.

No. 442,584. Patented Dec. 9, 1890.

UNITED STATES PATENT Error.

EUGENE J. C. A. HULL, OF BALTIMORE, MARYLAND, ASSIGNOR OF TIVO-THIRDS TOCHARLES L. HENTZ AND DAVID \V. FIELD, BOTH OF PHILADELPHIA,

PENNSYLVANIA.

TRAIN-STOPPING DEVICE.

SPECIFICATION forming part of Letters Patent No. 442,584, dated December9, 1890. Application filed July 2 1890. Serial No. 357,527. (No model.)

To all whom it ntay concern.-

Be it known that I, EUGENE J. C. A. HULL, a citizen of the UnitedStates, residing at Bal timore, in the State of Maryland, have inventedcertainnewand useful Improvements in Train-Stopping Devices; and I dohereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichto it appertains to make and use the same.

This invention relates to devices for automatically applying the brakeson a railwaytrain when it is desirable to stop the train entirelyindependent of the engineers willas,

I 5 for instance, when the train is approaching an open switch ordraw-bridge, and under other conditions which will at once occur tothose skilled in the art.

The object of the invention is to provide a mechanism which when set inshifting the rails of a switch or the turn-table of a drawbridge orotherwise will without fail operate the brakes of a train when moving ineither direction, so as to bring the same to a standstill beforereaching the point where disaster might occur.

Broadly stated, the invention may be said to consist of a trigger, setby suitable extraneous means into position to encounter some part of thelocomotive, and when operated thereby to throwa retarder oroperating-arm into position to engage a valve controlling the pressurewithin the brake-pipe, whereby the latter may be located above the levelof the bottom of the pilot of the engine and out of the way of stones orother slight obstructions which might happen to be on the track.

Further than this, the invention consists in certain novel details ofconstruction and 0 combinations and arrangements of parts to behereinafter described, and pointed outparticularlyin the claims at theend of this specification.

Referring to the accompanying drawings,

4 5 Figure 1 is a side elevation of the front portion of a locomotive,showing the application of myinvention. Fig. 2 is a top plan View of thepilot. Fig. 3 is a diagrammatic view of a switch and the brake-operatingmechanisms,

showing the interlocking feature. Fig. 4 is a sectional view through thecylinder control- -tive position.

ling the pressure of air in the brake-pipe. Fig. 5 is a similar viewtaken at right angles to Fig. 4. Fig. 6 isa side elevation of theinterlocking mechanism employed to operate 5: the trigger where used inconnection with a draw-bridge. Fig. 7 is a similar View showing theposition of the parts when the drawbridge is closed and the trigger outof-opera- Fig. 8 is a detail. 6o

Like letters of reference indicate the same parts in all the figures.

In carrying my invention into practice I preferably extend the train orbrake pipe, which it will be understood is the one through 6 5 which thepower is transmitted to operate the brakes, out in front of thedrive-wheels be neath the locomotive,,and upon the end of the samejournal a cylinder B, to be hereinafter more particularly described,which consti- 7o tutes one member of the valve controlling the pressurewithin the pipe. The cylinder has an extended side or projection B,which when in normal position directly below the pipe is some distanceabove the level of the bottom of the pilot, but below the truck-axles orother parts of the locomotive mechanism, thus be ing entirely removedfrom any danger of being struck by stones or other small obstructionswhich might pass the pilot. In order So now to operate this cylinderwhen it is desired to stop the train, two retarding devices or arms 0are mounted upon a shaft 0, journaled in clips 0, Fig. 8, on the bottomof the rails at the proper point. The retarder or arms 0 are long enoughto engage the projection B on the cylinder when elevated, and for thepurpose of elevating them behind the pilot, so as not to be struckthereby,a trigger D is mounted on one end of the shaft G and 0 adaptedto be struck by one of the projections D at the side of the pilot,thereby turning the shaft and causing one or the other of the arms 0 tobe elevated in the position indicated in dotted lines, Fig. 1.

The trigger D is mounted upon a squared end of the shaft 0, preferablyoutside of the rails, and is adapted to be moved in and outlongitudinally of the shaft, or into and out of the path of theprojections D by means of [00 the rod (Z, disk (1, and a lever and itsconnecting-rod d 1 be seen that if a train has been side-tracked topermit another train to pass and the operator should carelessly leavethe switch open the approaching train will be stopped before reachingthe switch, and, on the other hand, 7

. should the train which had been side-tracked endeavor to move awaywithout returning the switch to close positions, the train would bebrought to a standstill at the point where the trigger is located, andwhich, it will be un derstood, may be any desired distance away from theswitch proper. The interlocking mechanism for carrying this idea intoeffect -is shown diagrammatically in Fig. 3, E E representing the railof a main line and E E the switch-rails operated by means of the rods ee and crank-shaft and weight 6, as in the ordinary construction. One orboth of the rods e is provided with a recess F, preferably formed bybending the rod upward, and through this recess the rod (1 of thetriggeroperating mechanism passes, the latter rod (Z being-in turnprovided with a corresponding recess f, which, when the trigger is outof 0peratlve position, is at one side of the rode, as shown in Fig. 3.The rod (Z thus normally acts as a lock for the rod 6, preventing thesame from being moved longitudinally in either direction; but when therodd is shifted to bring the recess finto line with the rod 6 and at thesame time move the trigger into operative position the rod 2 may bereadily moved to shift the rails.

\Vhen used in connection with a drawbridge, it is desirable that aninterlocking mechanism shall be employed which will enable thebridge-attendant stationed at the center of the draw to set the trigger,located some distance along the track, without leaving his post, whichresult 1 preferably accomplish as follows: Referring particularly toFigs. 6 and 7, it will be seen that the rod (1 which controlsthetriggerand locks the switchshifting rods, terminates at one of thebridgeabutments H in a section having hooks 2' and L, projecting,respectively, above and below the same. The hook i, adapted to engage apivoted catch or weight K when the draw is to be opened, as will bepresently explained, the catch K being held in operative position by acounter-weight 7:. On the draw L of the bridge a second rod M islocated, connected atone end to an operating-lever M and terminating atthe opposite end in a hook m adapted to engage the hook i when in theposition indicated in Fig. '7, but to be released therefrom when drawnback and elevated by the inclined surface N, which rides up on theprojection N, as shown in Fig. 6. The latch K has a link 0, pivotedthereto and extended forward into position to engage a lug or projcction 0 on the hook m. The operation is as follows: Assuming that thedraw has been opened and returned to normal position without theinterlocking mechanism having been operated to withdraw the trigger fromset position, the parts occupying the relation shown in Fig. 6, with therod (Z held retracted by the latch K, now, when itis desired to withdrawthe trigger from set position, the handle M is pushed forward in thedirection indicated by the arrow, causing the lug o to engage .the link0, push the same forward, and release the rod (1 At the same time theend of the hook "5 comes in contact with the surface m of. the hook onand pushes the rod (Z back to the position indicated in Fig. 7, thehooks m and 'L' falling into engagement and the link 0 slipping off thelug, as shown. WVith the parts inthis relation the trigger is out ofoperative position, it being necessary, however, to connect the rod (1to the opposite side of the dis-k d, as shown in dotted lines, Fig. 3.

hen it is desired to open the draw, the operations just mentioned arereversed, the hook on drawing the rod forward until the hook i engagesthe latch K, when the said hook on rides up on the projection N andreleases from its engagement with the hook 2', leaving the bridge freeto turn.

Returning now to Figs. 4 and 5, it will be seen that the end of thebrake or train pipe is supported in hangers l, secured to any convenientpart of the locomotive-frame, and the cylinder B is journaled directlyupon the said pipe between the hangers. At the top of the cylinder anelongated opening or port Q is formed ot'sufficient size to instantlyreduce the pressure in the pipe to zero, and the pipe within thecylinder is provided with a large number of perforations, theiraggregate areas being as great as, if not greater than, that of theopening Q. The opening Q is closed under normal conditions by means of avalve q, mounted upon outwardly-extending tubular studs or projections gon the train-pipe, whereby when the pressure is admitted to the cylinderit exerts its force in a direction to keep the valve at all timesclosed; but should the cylinder be turned it will be seen that the valvewould remain stationary and the whole opening Q uncovered, instantlybringing the train to a standstill. For the purpose of holding thecylinder in position when turned, so as to keep the opening Quncovered,small projections r are provided on each side of the cylinder andco-operating pawls 0" on one of the hangers I, the operation of which isapparent and need not be further described.

A valve S is located in the bottom of the cylinder and is loaded towithstand the normal pressure within the brake or train pipe, but toopen when a greaterpressure is brought to bear on the same. Hence anyaccumulation of water of condensation in the bottom of the cylinder willincrease the pressure,

ICC

open the valve,and permit the water to pass out, the valve beingimmediately closed when the pressure is reduced to normal.

\Vhile I have described specifically the interloeking mechanism for theswitch and have shown the same separately, it is obvious that they maybe used in connection with each other, inasmuch as the trigger isnecessaril y located some distance from the bridge say a thousand feet.It is further obvious that the particular mechanical structure of thevalve and its operating mechanism may be considerably modified withoutdeparting from the spirit of my iiwention.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a device for automatically applying the brakes of a railway-train,the combination of the train-pipe and a valve controlling the pressurewithin the same, located in proximity to the rails, of a retarder or armfor operating said valve, and a trigger for setting said retarder or arminto operative position, projecting into the path of some partof thelocomotive and adapted to be struck thereby, substantially as and forthe purposes set forth.

2. In a device for automatically applying the brakes of a railway-train,the combination,with the train-pipe and a valve controlling the pressurewithin the same, located on the locomotive and above the level of thebottom of the pilot, of a retarder or arm for operating said valve, anda trigger projecting into the path of the pilot and adapted to be struckthereby to throw the retarder or arm into operative position,substantially as described. V

3. In a device for automatically applying brakes of a railway-train, thecombination, with the train-pipe and a valve controlling the pressurewithin the same, located on the locomotive and above the level of thebottom of the pilot, of a retarder or arm for operating said valve,mounted on a shaft journaled in stationary bearings along the track, anda trigger mounted on and movable longitudinally of the shaft and adaptedto be struck by the pilot to shift the retarder, and mechanism,substantially as described, for shifting the trigger into or out ofoperative position, substantially as described.

at. In a device for automatically applying the brakes of arailway-train, the combination, with the train-pipe, a valve controllingthe pressure within the same, and a retarder mechanism or arm foroperating the said valve, located along the track, of a rod foroperating said retarder mechanism, terminating in a hook, a latch forholding said hook in set position, a co-operating hook andoperating-lever located on a movable sect-ion or draw, havingcam-surfaces for disengaging said hooks, and a link for releasing thelatch when the hooks are in engagement, substantially as described.

5. In a device for automatically applying the brakes of a railway-train,the combina tion, with the train-pipe, a valve controlling the pressurewithin the same, and a retarder mechanism or arm for operating the saidvalve, located along the track, of a rod for operatin g said retardermechanism, terminating in a section having two hooks i i thereon, alatch K, engaging hook 7? when in set position, a co-operating hook aton a movable section or draw, having a cam-surface thereon, a stationaryprojection for releasing the hooks, and a link connected to the latch,operated by the hook m to release the latch when the hooks are inengagement, substantially as described.

6. In a device for automaticallysetting the brakes of a railway-train,the combination,

with the train-pipe, of a cylinder journaled thereon and incommunication with the said pipe and having an opening therein, a valvefor closing the opening, and a retarder mechanism located along thetrack for operating said cylinder to turn the same and open the valve,substantially as described.

'7. In a device for automatically setting the brakes of a railway-train,the combination, with the train-pipe, of a cylinder journaled thereonand in communication with the said pipe and having an opening therein, avalve for closing the opening, mounted on the pipe and held out by thepressure within the cylinder, a projection on one side of the cylinder,and aretarder mechanism located along the track for engaging saidprojection to turn the cylinder and set the brakes, substantially asdescribed.

8. In a device for automatically setting the brakes of a railway-train,the combination, with the train-pipe, of a cylinder journaled thereonand in communication with the said pipe and having an opening therein, avalve for closing the opening, mounted on the pipe, a projection on thecylinder, a retarder mechanism along the track for engaging theprojection and operating the cylinder, and a loaded valve in the bottomof the cylinder for the escape of water of condensation, substantiallyas described.

9. In a device for automatically setting the brakes of a railway-train,the combination, with the train-pipe, a valve controlling the pressurewithin the same, located beneath the engine, and a retarder mechanismfor opening said valve, of pa-wls for holding the valve open, locatedbeyond the reach of the engineer while the engine is in motion, wherebythe valve cannot be reset until the engine is brought to a standstill,substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

EUGENE J. C. A. HULL.

IVitnesses:

A. B. KELLY, W. M. IIATCI-I.

